Transmission operating mechanism



March 17, 1953 E. E. PRATHER 2,631,702

TRANSMISSION OPERATING MECHANISM Filed April 22, 1950 7 Sheets-Sheet l few/N E. FEATHER March 17, 1953 E. E. PRATHER TRANSMISSION OPERATING MECHANISM Filed April 22, 1950 '7 Sheets-Sheet 2 00%; I w I M I /46 I \I'";

Fig. 2.

INVENTOR.

[aw/N E FEATHER ATTORNEY March 17, 1953 E. E. PRATHER TRANSMISSION OPERATING MECHANISM 7 Sheets-Sheet 5 Filed April 22, 1950 om v I} om Q E w m O I l ll Rm 1|! .m in. m N T T M Q 7 WP W En wm March 17, 1953 E. E. PRATHER TRANSMISSION OPERATING MECHANISM '7 Sheets-Sheet 4 Filed April 22, 1950 ribw/lv' E. PEATHEE March 17, 1953 E. E. PRATHER TRANSMISSION OPERATING MECHANISM 7 Sheets-Sheet 5 Filed April 22, 1950 Haw/N E FEATHER March 17, 1953 E. E. PRATHER 2,631,702

TRANSMISSION OPERATING MECHANISM Filed April 22, 1950 '7 Sheets-Sheet 6 l l I INVENTOR. gum/v E. FEATHER ATTOENE Y E. E. PRATHER TRANSMISSION OPERATING MECHANISM March 17, 1953 7 Sheets-Sheet 7 Filed April 22, 1950 5 ME m H E Gnome;

Patented Mar. 17, 1953 UNETED STATES PATENT GFFICE TRANSMISSIUN OPERATING MECHANISM Edwin El Prather, South Bend, Inst, assign'or' to Bendix Aviation (lorporation', SouthBend, 1nd, a corporation of Delaware Application April 22, 1950', Serial No. 157,567

8 t'jlalunsa This invention relates ingeneral to the power transmission mechanism of the power plant of an automotive vehicle and in particular to power and manually operated means for operating the change speed transmission of said power plant and for operating the throttle and the friction clutch to facilitate the operation of the transmission.

One of the objects of my'inventi'o-n is to provide; in an automotive vehicle including a fluid coupling and a three speeds forward and reverse transmission, a simple mechanism, poweroperated in part, for operating said transmission, all of the settings thereof being effected by a manual operation of said mechanism if the driver desires to so operate the mechanism, and the second and high gear settings of the transmission, facilitated by an operation of the throttle and friction clutch, being effected. by power means if the driver elects this operation of the mechanism.

A further object of my invention. is to provide, in an automotive vehicle including a power plant comprising a fluid coupling, an accelerator, a friction clutch, an engine controlling throttle, a three speeds forward and reverse transmission, and a gear shift lever, means for operating and for facilitating the operation of said transmission, said means including power means, comprising a single acting motor, which is automatically operable, when the clutch pedal is in its clutch engaged position and the accelerator is released, to establish the transmission either in its second gear setting or its high gear setting depending upon the speed of the vehicle, the friction clutch and the throttle preferably being. operated by said motor to facilitate this operation of the transmission, said means further including manually operated means for eliecting, at any time, any one of the gear settings of the transmission and a friction clutch, said mechanism being capable of a manual operation to operate the transmission and also capable, when the accelerator and clutch pedal are released, of effecting a power operation of the transmission toal ternately effect the second and high gear settings thereof, the friction clutch beingdisengaged to facilitate each of said operations and automatically re-engaged after each operation is completed; and-another object of my invention-is to include, such a mechanism, means'for insur- 2 ing a completion of the operation of the clutch and transmission once initiated and for insuring, by a recycle operation of the mechanism, the operation of the mechanism called for by a governor operated relay said relay constituting one of the principal controls of the mechanism.

Yet another object of my invention is to supplement the aboveinentioned mechanism by combining therewith means operative in accordance with the manifold vacuum of the engine of the vehicle for automatically effecting a high gear operation of the transmission said operation being effected despite a depression of the accelerator at the time, the throttle valve of the carburetor of the engine being automatically closed as this operation is being eii'ected.

A further object of the invention is to provide a change speed transmission mechanism for an automotive vehicle said mechanism including a torque and speed responsive three speeds forward and reverse transmission in combination with a Keller-pawl type of overdrive mechanism said mechanism being automatically operated, to effect its overdrive setting, immediately after the aforementioned transmission is established in its high gear setting the throttle of the vehicle being at the time closed to reverse the engine torque to make this operation possible. The Kellerpawl type of overdrive is disclosed in U. S. Patent No. 2,225,174, dated December 17, 1940;

Yet another object of my invention is to provide, in the power plant of an automotive vehicle including a change speed transmission and a clutch pedal, a mechanism for automatically eiieoting a power operation of the transmission when the clutch pedal is in its released position the clutch and throttle of the power plant being operated to facilitate the operation of the transmission; and a furher object of my invention is to so construct said mechanism as to make possible a manual operation of the transmission at" the will of the driver the power means being temporarily disabled to effect this operation.

An important object of my invention is'to provide, in an automotive vehicle including a three speeds forward and reverse transmission and a Keller-pawl type of overdrive mechanism, transmission operating means including means foreffecting an upshift operation of said mechanism to efiect a shift from second gear direct to third gear direct, by virtue of either an operation" of means including an accelerator operated'switch and a governor operated switch or by virtue of an operation of means including an intake manifold vacuum operated switch and said governor operated switch; and a further object of my invention is to so construct said transmission operating means as to make possible a downshift operation of said mechanism, to effect a shift from third gear overdrive to second gear direct, by an operation of means including the aforementioned accelerator operated switch and the aforementioned governor operated switch; and another object of my invention is to so construct said transmission operating means as to effect, by an operation of the accelerator operated switch, a kickdown operation of the mechanism from third gear overdrive to third gear direct.

A further object of the invention is to provide a change speed transmission mechanism adapted for use in an automotive vehicle said mechanism including the combination of a three speeds forward and reverse transmission unit and a Kellerpawl overdrive unit, together with means for so operating this transmission mechanism as to successively effect a shift from second gear direct to third gear direct and then to third gear overdrive, these operations being followed, with a kickdown operation of the mechanism, by a shift from third gear overdrive to third gear direct said operation being followed by an operation to second gear direct; and a further object of the invention is to so construct said mechanism as to make possible a shift of the transmission mechanism from third gear overdrive directly to second gear direct.

The above and other objects and features of the invention will appear more fully hereinafter from a consideration of the following description taken .in connection with the accompanying drawings wherein certain embodiments of the invention are illustrated by way of example.

Figure l is a diagrammatic View of my invention disclosing the principal features thereof;

Figure 2 is a wiring diagram of the electrical mechanism disclosed in Figure 1;

Figure 3 is a front view disclosing details of a part of the motor operated controls and also disclosing the accelerator operated switch of my invention;

Figure 4 is a side view of the mechanism disclosed in Figure 3;

Figure 5 is a sectional view, taken on the line 5-5 of Figure '7, disclosing details or" the pressure differential operated motor of my invention; Figure 6 is a view, partly in section and taken on the line 6-6 of Figure '7, disclosing details of the air transmitting ducts constituting part of the motor unit disclosed in Figures 5 and '7;

Figure 7 is a view, largely in section, and taken on the line 'l-'lof Figure 6, disclosing details of the solenoid operated valves for controlling the operation of the motor unit in Figure-5;

Figure 8 is a view disclosing details of the alternator mechanism of my invention;

Figure 9 is a sectional view, taken on the line 9-9 of Figure 8, disclosing details of the alternator mechanism;

and power operated crank age located at the base of the steering column; and

Figure 14 is a view disclosing details of a part of the linkage interconnecting the clutch pedal, the clutch, and the pressure differential motor.

Referring now to Figure 1 disclosing a preferred embodiment of my invention, a three speeds forward and reverse transmission Ii] of any well known type is operated by means of a manually operated crank l2 and a manually M, the crank [2 serving to operate the shift rail selecting mechanism of the transmission and the crank l4 serving to operate that part of the transmission functioning to move the selected rail to establish the transmission in the desired gear ratio. With such a transmission the crank hi must be moved to its transmission neutral position to neutralize the transmission before the shift rail selecting crank [2 may be operated. The transmission IQ is preferably combined with a Kellerpawl type of overdrive mechanism diagrammatically disclosed in Figure 1 and indicated by the reference numeral Ii; and these two transmission mechanisms together constitute the change gear-transmission mechanism controlled by the hereinafter described transmission operating mechanism constituting the essence of my invention. This well known Keller-pawl overdrive mechanism, no claim to which is made per se, includes a grounded overdrive operated solenoid 20 electrically connected in series with a grounded battery i5! and a normally open switch 2! of an overdrive relay 23. As disclosed in Figure 2 the coil 24 of the relay 23 is wired in series with the battery I51 and a grounded accelerator operated kick-down switch 25 which is closed just as the accelerator is depressed to wide open throttle position. The relay 23' is also controlled by a grounded rail operated switch 26 which is normally closed but which is opened as the high gear operation of the three speeds forward and reverse transmission I0 is being completed.

Describing the operation of the Keller-pawl overdrive mechanism the solenoid 26 serves when energized to operate a pawl, not shown, to

effect the kickdown setting of the mechanism;

when the solenoid 20' is de-energized the pawl is operated to efiect the overdrive setting of the mechanism. It is necessary that there be a torque reversal to facilitate the kickdown of the mechanism, accordingly to this end there is provided means for temporarily disabling the ignition system of theivehicle; and this operation of course temporarily renders the engine inoperative as a driving means with a resultant reversal of the torque. With the mechanism disclosed in the drawing the ignition coil 21 of the ignition system of the vehicle is momentarily grounded when the kickdown operation of the mechanism is being effected this operation being accomplished by means including a grounded switch 29 which is electrically connected to said coil. The switch 2-is actuated by the solenoid 20' said switch being closed for a limited time when said solenoid is energized. As to this limited time the switch ismade until the pawl is disengaged whereupon the switch is broken to restore the operation of the ignition switch and the ignition system of the engine. The pawl of the overdrive mechanism is moved to its engaged position to effect the overdrive, that is,

upshift operation of the mechanism and is moved to its disengaged position to effect the down'shiftsetting of the mechanism.

My invention in a measure has to do with the manually and power operated means for actuating the aforementioned transmission operating' cranks l2 and M, for operating the engine throttle [6 of the carburetor l7, and for operating a conventional friction clutch, not shown, said clutch preferably including the usual driving and driven plates forced into engagement by clutch springs. The aforementioned transmission and the clutch as well as the hereinafter referred to fluid coupling are of conventional design; accordingly, no claim is made thereto and the same are not disclosed in the drawings. The mechanism of my invention also preferably includes, in the power plant of the vehicle, a fluid coupling such for example as that which is incorporated in several 1946 passenger vehicles and said coupling preferably includes an impeller and a. vaned rotor the latter serving to drive the aforementioned driving plate of the clutch.

The friction clutch, not shown, is operably connected to the clutch pedal l8 of the car by means including. a. crank 20 anda rod 22 pivotally connected to one end of the crank 29 at 21. and pivotally connected at its other end to a. crank 24..- As disclosed. in Figure 14 the crank 24- isfixedly secured to one end of a cylindrically shaped shaft 26; and a cylindrically shaped shaft 21 is sleeved over the shaft 26. The latter shaft is rotatably mounted. on: a spindle at extending from. the end of a support 28' which is fixedly secured in. place by bolts. 29. fixedly connected at its lower end to one end of the shaft 21 and is pivotally connected at its upper: end at. 3'! to one end of a rod 36; and the latter rod is connected at one of its ends to a piston. 34 of a pressure differential operated motor 32.

Completing the description of the connection between the clutch pedal I8 and the clutch, a lower arm 38 of said pedal is connected, by a lost motion connection 40,. to a rod i2; and the latter rod. is fixedly connected to the lower arm of a; two-armed crank 44 which is fixedly connected tothe shaft 26. To a pin 39 extending laterally from the upper end of the crank 44 there is connected one end of an oven-center spring it the lower end of which is connected to a'bracket 4B; and a clutch pedal return spring. 5 I. is connected at one end to the bracket 48 and at its other end to the lower end of the arm 38 of the clutch pedal.

There is thus provided manually and power operated means for operating the clutch, the clutch pedal it, by virtue of the operation of the lost motion connection 40, remaining stationary when the motor 32 is energized to disengage the clutch and the motor piston 34 remaining stationary when the clutch is disengaged by a manual operation of the clutch pedal. The latter operation is effected by virtue of the lost motion connection between the pin 39 and the crank 31 Describing now the connection between the motor 32 and the transmission operated crank M, as is described above, the piston operated rod A crank Si! is 36 is connected to the crank 3|]; and the latter,

end slidable through a trunnion block 58 pivotally mounted on the aforementioned arm of the crank 5t; and a spring 60, sleeved over the rod 56 and positioned between the block 58 and the aforementioned yoke member, is compressed when the crank 52 is rotated counterclockwise, Figures 1 and 14, in the operation o'f'the' motor 32- in disengaging the clutch and operating the transmission. To the other arm of the two-armed crank 54 there is pivotally connected a dashpot 6-! the stationary part of which is connected to the chassis of the vehicle by a bracket 62;

The two-armed crank 55 constitutes a part of an alternator 5i, that is direction changing mechanism, said mechanism being disclosed in detail. in Figures 8 and9; The alternator mechanismv includes casing. parts 65 and 61 the latter beingpreferably fixedly secured to a part of the chassis of the car. The lever 5-4 is secured to a shaft m, Figure 8,. journalled in the casing part 65; and to the inner end of said shaft there is secured a two-part crank: H. The crankll, together with the two-armed crank 54 constitutes an input lever member of the alternator mechanism. As disclosed in Figure 9, there is journalled in the casing part $5 a shaft 16 and to one end of. saidshaft within the alternator unit there is secured a two-armed crank so. To the outer end of the shaft 1-6 there is secured a crank (it, Figure 1, said crank, together with the crank 86, constituting an output lever member of the alternator unit.v The crank 8-! is connected to the transmission operating crank it by means ineluding a two-armed idler lever 83 mounted on the chassis. One arm of the idler lever 83 is pivotally connected to the lower end of the crank 8i by a rod 93, and said arm is connected to; the crank I l by a rod 16.

Completing the description of the alternator mechanism, to the upper arm of the two-armed crank 8!) there is pivotally connected a two-part high gear leg member 98 having a claw-shaped outer end; and to the lower arm of the crank 85 there is pivotally connected a two-part second gear leg member I013 which is also shaped to provide a claw member at its outer end. A spring W2, secured at one of its ends to the leg I56 and at its other end to a pin 104, serves to bias'said leg upwardly, Figure 8, to insure a completion of the power operated second gear setting of the transmission once initiated; and a spring I81, connected at its ends to the two legs 98 and H38, serves. to bias said legs toward each other. A pin I08, interconnecting the upper ends of the two parts of the crank TI, is adapted to nest within one or the other of the recesses in the claw-shaped ends of the legs 98 and H10; accordingly, when the crank TI is power operated in a clockwise direction, Figure 8, one or the other of the legs 98 and Hit is bodily moved. to the right as a tension member to rotate the crank M to operate the transmission l0, As willbe explained in greater detail hereinafter, when the motor 32 is de-energized a return spring 50 therein aided s by the over-center spring 46 and the springs of the friction clutch, not shown, operates to move the alternator crank 12 counterclockwise, Figure 8, to the full line position disclosed in said figure; and in this position the alternator mechanism is prepared, that is, preselected, for a subsequent operation to actuate one or the other of the legs 98 and IUD. Stops H6 and H2, Figure 9, mounted in the casing part 65, serve to limit the angular movement of the input crank 1 I.

There is thus provided, by the alternator 64,

a mechanism for effecting a reciprocatory angular movement of the transmission operating crank I4 to alternately establish the transmission in its second and high gear settings this operation being effected by an operation of the motor 32. This alternator mechanism is not claimed in this application inasmuch as the same constitutes the invention of my application No. 755,299, filed June 18, 1947.

Describing now the manually operated means for operating the crank I4, a gearshift lever H4, mounted beneath the steering wheel III; of the car, is operably connected to one of the arms of the idler lever 83 by means including a rod IIB. One end of the rod H8 is adjustably connected, by means including a bolt I23, Figure 14, to a crank arm I22 fixedly secured to a shaft I24. As disclosed in Figure 14, a lever I26, pivotally mounted on a pin I23, is connected at its upper end to the lower end of the shaft I24; and said pin is preferably mounted in a bracket I29. A trunnion block I30, extending laterally from and fixedly secured to one of the arms of the lever I26, is provided with an opening to receive one end of a rod I32; and a spring I34, sleeved over the rod I32 and positioned between the block I36 and a flange I33 fixed to the rod I32, provides a yieldable connection between the lever I23 and the cross-shift operating crank I2 of the transmission mechanism. The gearshift lever H4 is so connected to the shaft I24 that angular movement of said lever in a plane perpendicular to the plane of the steering wheel serves to bodily move said shaft upwardly against the tension of a cross shift return spring I38; and angular movement of the shift lever in a plane parallel to the plane of the steering wheel serves to rotate the shaft I24 about its axis to effect an angular movement of the crank I22. The latter movement serves to move the rod H8 to establish the transmission in gear.

The upward, that is, cross-shift movement of the shaft I2 2 serves to rotate the lever I26 in a clockwise direction, Figure 14, and this opererationthe trunnion block I33 abuts a nut I39 threadedly mounted on the end of the rod I32. The latter rod is thus moved to effect what is known as the cross-shift that is rail selecting operation of the transmission. Should the driver release the shift lever I6 after having completed this cross-shift operation then the spring I38, which is stronger than the spring E3d, serves to return the lever I28 to its former position. In this operation the rod I32 remains in its crossshift position and the spring 833 is compressed. The spring I38 is positioned between the hub of the crank I22 and a flange I 35 the latter being fixedly secured to the steering column I42.

There is thus provided means for effecting a manual operation of the transmission; however it is to be noted that no claim is made to the force transmitting means disclosed in Figure 13 said means serving to interconnect the shift lever I is with the transmission operating means IIS and I32. This particular mechanism is standard equipment of certain of the 1946 cars of the day.

Referring now to Figures 3 and 4 there are disclosed therein details of certain other controls of the mechanism disclosed in Figure l. A support member 55 serves as a mounting for a shaft 5'? and a shaft 59 said shafts being journalled in the sides of said support member. The shaft 59 is operably connected to the throttle valve IS by cranks 83' and 82' and linkage including alink 83'. This connection also preferably includes electromagnetically operated throttle closing mechanism including a lost motion connection I. This throttle closing mechanism includes a solenoid 2; and the armature, not shown, of this solenoid is connected to the lower arm of a crank by a link I3. For a purpose to be described hereinafter the link I3 serves to close a breaker switch 6' when the solenoid 2 is energized. The crank 80' is operatively connected to the link 83 by the lost motion connection 5 which includes a member 3 pivotally secured to one of its ends of said crank and bored to slidably receive one end of the rod 43. A spring 4, sleeved over the rod 83 is interposed between a stop 5 secured to the rod 83', and a flange member 5 of a support member I, extending from the member 3. There thus is provided power operated means for maintaining the throttle I6 closed despite a depression of the accelerator; and the operation of this mechanism and its cooperation with the other elements of the invention will be described in greater detail hereinafter. A two-armed crank 63', rotatably mounted on the shaft 59 and operably connected to the accelerator 53 of the car by a link 53, is provided with a laterally extending flange 65 within which is adjustably mounted a stop member 68.

' extends a flange M which is provided at its end with a roller member I5. This roller member is contacted by a cam 11 which is fixedly mounted on the shaft 57; and mounted alongside the cam if there is provided a support i8 which is aiso fixedly mounted on the shaft 5?. There is adjustably mounted in the support '58 a set screw :3 adapted at its inner end to contact a U-shaped member 84 which is rotatably mounted on the shaft 5! and which is biased clockwise into engagement with the set screw I9 by a spring 85. A cam 86, secured to the member 84, contacts a pin 3'! extending from the movable contact, not shown, of a breaker switch 88; and this contact is biased, by a spring, not shown, to its switch open position and is moved to its switch closed position by the spring operated cam 83 which is shaped to effect a closing of the switch during a part of the clutch engaging movement of the motor piston 35.

There is provided, by the switch 88 and the cam means for operating the same, means for controlling the operation of achoke valve operating solenoid I35, Figure 7, to effect a controlled clutch engaging operation of the motor 32. The parts, including the contour of the face of the cam 86, are preferably so constructed and arranged and so operative that the solenoid 35 is energized, to move a choke valve I3I away from a seat I31, during the clutch engaging movement of the piston 34 said operation being effected just as the piston reaches the point of clutch plate contact; and as stated above the parts are also so constructed and arranged and so operative that the switch 88 is subsequently opened, to effect a de-energization of the solenoid 135, during said clutch engaging movement of said piston. When the valve I3! is moved off a seat H39, Figure 7, air rushes into the motor 32, via an opening I05, at a relatively high rate to thereby effect a relatively rapid clutch engaging movementof the clutch driven plate; and

when the valve 13! is seated, as is disclosed in Figure 7, air flows into the motor 32 via a relatively small opening It. The solenoid I35 and valve means for controlling the operation of the motor 32, are described in greater detail hereinafter.

Continuing the description of the mechanism disclosed in Figure 3 a coil spring 88, sleeved over the hub of the crank 56, is connected at one of its ends 99 to the member 13 and the other end of said spring abuts the outer face of the flange 65 on said crank. There is thus provided by the spring 89 and cooperating parts including the cam l7, means, interconnecting the accelerator and throttle whereby the accelerator may be depressed without effecting an opening of the throttle when the motor'32 is energized to successively disengage the clutch and operate the transmission; for with the first increment of clutch disengaging movement of the piston 34, the cam ii is rotated counterclockwise, Figure 4, thereby providing, by its end portion A, B a stop :to prevent a clockwise rotation, that is, throttle zopening movement, of the accelerator operated flange it. It is to be noted at this juncture that when the accelerator is depressed to cock thespring 89 and the motor 32 is de-energized to effect a re-engagement of the clutch, the cam W is rotated clockwise, Figure 4, to effect controlled opening of the throttle as the clutch plates move into contact with each other, a segment B, C of said earn being shaped to effect this .operation. Preferably all points along the segment A, B of the cam '51 are equally distant from the center of rotation of said cam; and the radius of the cam from the point B to the point C progressively decreases. There is thus provided, by the operation of the sector A, B of the cam ll, a stop means operative to prevent an opening of the throttle when the clutch is being disengaged and during the engagement of the clutches the driven clutch plate moves up to a point just short of engagement with the driving clutch plate; and the subsequent operation or the segment B, C of said cam serves to make R Completing the description of the mechanism of Figure 3 a switch operating member 9%, rotata-bly mounted on the El, is biased, by a coil spring 92, to rotate in a counterclockwise direction, Figure 4; and the lower end of the member ti is adjustably connected to the upper arm of the two-armed crank 63 by means of a set screw 1 l which is adjustably mounted on the member '9 l. The upper end of the switch operating memher 9-! abuts the lower end of a pin M which is connected to the movable contact of a breaker switch S5. The breaker switches 88 and '95 are of standard construction; accordingly the same are not disclosed in detail. Both of these switches preferably include a movable contact and a fixed contact, the movable contact being biased to its switch open position by a spring within the switch; and in the case or" the accelerator oper ated switch. 9% this spring is overcome, to close said switch, by the operation of accelerator return spring 89. In other words the switch lie is ciosedwhen the driver removes his foot from the accelere tor to close the throttle.

The valve means for controlling the operation of the motor :32 is disclosed in detail in Figure 7 and includes a three way valve unit 99 and the aforementioned choke valve indicated as a whole by the reference numeral ml. Both units are housed within a casing H33 preferably mounted on the casing of the motor 32. The casing its is provided with the aforementioned port W5 to provide a vent to the atmosphere, at Wt to receive a duct 589 leading to the intake manifold of the internal combustion engine or" the vehicle, and at H3 to receive a conduit H5 leading to a control compartment HI of the motor. The three way valve unit 99 includes a valve member Hl operably connected to the armature H9 of a grounded solenoid 521 which is secit-zred to the casing Hi3. When the solenoid I2! is energized the valve member H! is moved downwardly, Figure 7, to leave a seat -!.23 and abut a seat E25; and when said solenoid is de-energized a spring !2'! serves to return the valve member to its seat H23. The choke valve unit Hi! includes the aforementioned valve member 13! which is operably connected to the armature 33 of a solenoid i 55 secured to the valve casing Hi3. As previously briefly described, when the solenoid 435 i energized the valve member 531 is moved off a seat 53'! onto a seat I39; and when the solenoid S35 is de-energized a spring 5 ti serves to return the valve member 63! to its seat till.

The electrical means for controlling the operation of the solenoids Hi and ltfi constitutes the most important feature of my invention, said electrical means being disclosed in Figure 2. Describing this control means the grounded movable contact it? of .a breaker switch M3, Figure 12, operated by a vehicle speed responsive centrifugally operated governor M5, is, with an upshitt operation of the governor, movable into contact with the fixed contact I59 of the switch; and this operation, that is, the closing of the breaker switch, serves to energize the coil ESQ of a relay switch This coil is electrically connected, by electrical means including a wire N53, with a clutch operated breaker switch Hi5 which is in turn, as disclosed in Figure 2, connected in series with a manually operated dash mounted lockout switch M9, the ignition switch 656 of the car and the grounded battery 55!. The relay switch mechanism M3 includes, in addition to the coil its, normally open switches 2' and 4' and a normally closed switch 5. The switch 2' is electrically connected in series with a breaker switch its actuated by the input lever 54 of the alternator lit, the aforementioned accelerator operated switch 95, the clutch pedal operated breaker switch its which is aduplicate of the switch I 56,-

the cutout switch it, the ignition switch [53, and the battery I51. The switch 5' of the relay 5% is closed, to efiect a low gear operation of the transmission, when the vehicle is at a standstill or is traveling below a certain speed; and the switch 2' is closed, to efiect a high gear setting of the transmission, when the vehicle is traveling at or above the aforementioned speed, that is, above governor speed. It is also to be noted that the Keller-pawl overdrive unit i I is automatically operated, to effect its overdrive setting, immediately after the three speeds forward and reverse transmission unit it is established in its high gear setting.

Referring to Figure 1, the wiring interconnecting the aforementioned switches and battery pref erably includes a conductor 15! interconnecting the battery lfil with the ignition switch i555, a conductor 153 interconnecting the cutout switch hit with the switch Hit, a conductor its interconnecting the latter switch with the accelerator operated switch 95, a conductor I 55 interconnecting the latter switch with the switch i 55, and a conductor I517 interconnecting the latter switch with the switch 2'. The switches 5 and 2' are electrically connected respectively to fixed contacts i6.) and it? of a selector switch mechanism I69 operated by the motor 32. To one end of the movable contact H! of the switch mechanism I69 there is pivotally connected a link H3 which is pivotally connected to the motor oper ated transmission operating crank it, Figure l. The movable contact l'iI is electrically connected to the grounded solenoid 52! by a contact H5 and a conductor ill, Figure l. A fixed contact N3 of the switch mechanism its is electrically connected to a motor operated breaker switch ltl by a conductor I82; and the latter switch is electrically connected to the clutch pedal operator switch I46 by a conductor I83 and a part of the conductor I54.

Contacts I65 and iii, contact Ill and 5'59 and contacts I61 and ill of the selector switch mechanism I69, providing three separate switches two of which are in series of the governor operated switch I43 and the third, that is, the switch I75, I19, being in series with the switch NH; and the movable contact I H is so connected with the transmission operatin crank it, and said switch mechanism is so constructed, that the switch I 8?, I1! is closed when the transmission is established in its second gear setting, the switch I65, IN is closed when the transmission is established in its high gear setting, and the switch iii, its is at all times closed except when the transmission is completely or substantially completely established in either its second gear setting Or its high gear setting. The breaker switch E85 is actuated by the piston 34 of the motor 32 and is made at all times except when said piston is in its released that is clutch engaged position; the switch I46 is made when the alternator 6:3 is in its released, that is, pre-selecting position; and the clutch operated switch M6 is broken when the clutch pedal is completely or substantially completely depressed to disengage the clutch.

Referring to Figures 1 and 2 the grounded choke valve controlling solenoid I 35 is wired to the motor operated clutch control switch 88 by a conductor I85 and said switch is electrically connected, by a conductor I85, to the conductor I55 that is to a point in the electrical circuit lying between the accelerator switch S5 and the alternator operated switch ME; and with such a construction the clutch engaging control operation of the motor 32 is disabled when the accelerator is depressed to open the switch 95.

Continuing the description of the electrical control means of my invention there are disclosed, in Figures and 11, details of the alternator operated switch I is and the clutch pedal operated switch M6 the two switches and the force transmitting linkage for operating said switches being identical in construction and operation. The description given below will refer to the switch I355. The latter switch mechanism includes a two part casing is? which houses a movable contact member ifiii mounted upon a support member 199 of electrically conductive material said support being pivotally mounted at I 9| upon said casing. The casing it? also houses a fixed contact I92 mounted upon a support E93 of electrically conductive material said support also being secured to said casing. 'The support I93 is connected, by the electrical conductor I55, to the solenoid 95; and the support tilt is connected, by

the conductor i'5'I, to the switch M3. The movable contact 288 is biased into abutment with the fixed contact I 92 by a spring E96 acting upon the support I; and to separate said contacts, that is, open the switch mechanism I46, there is provided a cam shaft I journalled in the casing i8! and rotated by a crank 595 secured to one end of said shaft.

Describing the operation of the switch I 56 when the alternator input lever 54 is in its released position, that is, the position disclosed in full lines in Figure 11, a link I98, secured to the lever 54 rests within the lower end of a slot I99 in the crank I93; all as is disclosed in Figure 11. At this time the switch contacts I38 and I92 are in abutment that is the switch I46 is closed. When the motor 32 is vacuum energized the piston 34 rotates the lever E l clockwise, Figure 8, counterclockwise, Figure 1, and during the first increment of this clutch disengaging movement of the piston the end of the link 193 is moved to the left; Figure 11, to take up the lost motion provided by the slot .599; and it is to be noted that the switch I46 remains closed during this movement. Continued clutch disengaging movement of the piston 34 then results in a counterclockwise rotation of the crank 5%, Figure 11, and cam shaft I95 connected thereto; and this operation serves to take up the lost motion between the right end of a fiat 269 on said shaft and the bottom of a member 2a: of insulating material secured to the movable support member I55. Continued clutch disengaging and transmission operating movement of the piston 34 then serves to continue the counterclockwise rotation of the cam shaft I35 to open the switch M6 this operation being effected just as the transmission is being established in gear.

Describing the reverse operation of the switch M6, that is, the operation when the spring 50 of the motor 32 moves the piston to the right, Figure 1, to engage the clutch and operate the alternator E54, the first increment of movement of said piston serves to move the link $98 to the right, Figure 11, to take up the lost motion provided by the slot 559; and the switch ice of course remains open during this operation. Continued clutch engaging movement of the piston 34 serves to rotate the crank i936 clockwise, Figure 11, the switch I45 remaining open during this operation; and continued clockwise rotation of said crank, by the clutch engagement movement of said piston, serves to return the parts of the switch mechanism to the switch closed position that is to the relative positions disclosed in Figure 11.

Completing the description of the electrical control means of my invention and incidentally describing the most important feature of my invention, there is included, in the mechanism for operatin the transmission units Ill and M, an intake manifold vacuum or what may be termed torque responsive means operable to efiect an upshift operation of the transmission it from its second gear setting to its high gear setting. This control mechanism includes the aforementioned solenoid operated switch 55 which is disclosed in Figure 2, is electrically connected in parallel with the accelerator operated switch 95 in the electrical circuit interconnecting the clutch operated switch Hi8 and switches Z and 5' of the relay M3. There is thus provided, by the switch 5, a means for controlling the relay switches! and 5' said means supplementing the accelerator operated switch 95 in the control of the transmis- 13 .sion I 9; Eur :when the switch is "closed and the relay coil I59 is energized thereresults an operation of the :motor .32 :to establish the transmission '51. in its high gear setting.

As disclosed in Figure 2 the solenoid 2 is electrically connected in serieswith the grounded battery I'51I,-the switches L58, its, and MS, a dash mounted cutout switch 22, a breaker switch .61, operated by an intake manifold vacuum operated motor :32, the switch AK-of the relay MBZand the grounded shift rail breaker operated switch 125' which isnormally closed but which is open by the high gear shift rail just :as the operation of establishing it in its high. gear settingis completed. parts of the switch operating vacuum motor 62' and switch SI" are so constructed and arranged and so operative that the switch is closed when the intakemanifold vacuum .ofthe internal combustion engine of the vehicle reaches a certain factor; .and this vacuum factor, as iswell known to :those skilled in the art, is a function of thespeed ot-the en gine and position of the throttle valve [5.01 the carburetor of the engine.

J'Briefly describing the operation of the torque responsive mechanism for effecting the upshif-t opera. ion .ofthe motor .32, when the speed of the vehicle is increased sufficiently to close the-governor operated switch .141, I59 and the intake manifold vacuum reaches the aforementioned controlling iactorthen the switches A-"and 2'3are closed; and this operation, assuming the switches 26, 22', 1A6, use, andfliil to be closed, results in an wenergization of thesol-enoid 2 to eflect a closing of the switch 6; and the latter operation,

as previously described, results in a high gear setting of the transmission Ill, Now it is to be particularly noted that this-high gear operation of the'motor 3 2.is eifected despite the then existing depression of the accelerator of the car to maintain thespeed of the vehicle; tor the-.=closure of the. switch BI" is efiected as a function :of the degree of intake manifold vacuum and this vacuum may :beincreasedhy increasing the intake manifold vacuum. creating pumping operation: of the pistons of the engine; for the: greater the speed .of the engine the greaterthe pumping operation resulting in an evacuation of theintake manifold; accordingly, the mechanism of my invention the transmission it. isautomatica-lly established in its high @6851 setting when'the aesmoo engine speed is-relatively highit being-assumed time closed this operation being described aboye in describing the operation of the lost motion connection I; and this closing of the throttle prevents a racing of the engine inasmuch as the accelerator at the time is depressed.

Describing now the complete operation of the mechanism of my invention and incidentally completin the description of the parts of saidmechanism not heretotore'described, it will be assumed that the vehicle is at a standstill and that the engine is vidling; and under these con ditions the transmission Will be established in its secondgear setting. Explaining the operation of the mechanism to effect this setting, it will be assumed that the switches 5, M9, E58, I46, 95, I46, and I65, I'II are closed and the switch 5' is open as the vehicle is being decelerated to a stop, accordingly the solenoid I2! is energized to open the valve Ill; and this results in an energization of the motor .32 to effect the second gear setting of the transmission, the electrical circuit including said switches being automaticah ly opened, by the opening of the-switches IIl, 57.9, and M6, at the time the setting of the transmission is efiected.

Explaining this operation in greater detail it is to be remembered that the selector switch I65, IN is closed when the transmission is established in its high gear setting this operation being effected to prepare the mechanism vfor the low gear setting of the mechanism; and it also to be remembered that the alternator operated switch Hill is closed prior to an operation of the motor .32, and that the relay switch 5' is automatically closed, to initiate the second gear operation of the mechanism, when the speed of the vehicle is brought down to a certain factor.

With thesecond gear operation of the motor (:2 the piston 3 returns to its clutch engaged, that is, released position; and with this operation the switch lili is opened, the switches I46 and I61, I'II are closed, and the crank ll of the alternator returned to its preselect-ing position disclosed in full lines in Figure 8. The mechanism is then prepared for a subsequent power operated high gear operation of the transmission. As to above described second gear operation of the mechanism, it is to be remembered that the clutch is operated to facilitate the operation of the transmission; and the throttle is held closed during said operation.

The transmission being established in its second gear setting, the driver, to get the vehicle underway, will then depress the accelerator; and this operation in getting the vehicle under way in second gear is facilitated by the operation of the fluid coupling of the power plant. When the speed of the vehicleexceeds governor speed the switch Ml, I59 will be automatically closed and then when the accelerator is released to close the switch there will be efiected another energization of the motor 32 to successively effect a disengagement of the clutch and a high gear setting of the transmission. In this operation the throttle is again held closed by the cam "ll to facilitate the operation of the mechanism.

As the high gear setting of the transmission is being completed the switches lid and ill, 119 are opened thereby again initiating the return of the piston 34 to its released position; and it is to be remembered that during the high gear operation of the mechanism should the driver suddenly decelerate the car sufiiciently to close the switch M1, 55? then after the high gear operationof the transmission is completed, and assuming the accelerator operated switch 95 to remain closed, the mechanism will be automatically operated to establish the transmission in its second gear setting. This operation is made possible by the operation of the switch I45.

Assuming that the clutch pedalis not depressed to open the switch M6, the transmission will then be shuttled back and forth between its sec 0nd and high gear settings depending upon the speed of the vehicle, the throttle and clutchbeing operated to facilitate these power operations of the mechanism.

In this shuttling operation one or the other of the motor operated selector switches 43%, iii and {65, ll: is made just as the transmission is being established in gear thereby preparing the mechanism for a subsequent operation of the transmission; and said operation is then initiated by the operation of the governor switch 143.

Should the driver at any time desire to overrule the automatic power operation of the mechanism he need but press the clutch pedal sufficiently to open the switch his thereby disabling the power means. Duplicating the operation oithe alternator operation switch M6, the switch M6 is closed by the depression of the clutch pedal only during the last increment of the depressing operation. A manual operation of the shift lever I m then serves to establish the transmission in the desired setting, first one then the other of the alternator legs I93 and 32 being moved to successively establish the transmission in its second and high gear settings or in its second and low gear settings. The transmission may also be successively manually operated between its reverse gear setting one or the other of the low and high gear settings.

Speaking of the overrule control'means of my invention, the operation of the switch 6 constitutes what may be said to be an overrule operation inasmuch as the operation of this switch, as a result of the increase in the intake manifold vacuum, overrules the operation of the accelera tor in its upshift operation of the switch for when the intake manifold vacuum is suinciently high and the vehicle is traveling above governor speed the motor 32 is operative to establish the transmission in high gear this operation being effected despite the then existing depression of the accelerator.

Reviewing other features of my invention the operation of the switch Ill, H5 serves to insure the clutch disengaging and transmission operating operation'of the motor 32 once initiated and despite an opening of the accelerator operated switch $5 during said operation; the motor operated switch it! serves to open the electrical circuit including the switch ill, H9 when the operation of the transmission is completed. thereby preventing an undesired power operation of the transmissionshould the same slip out of gear and close the latter switch; the dash mounted cutout switch 549 may be opened at will thereby disabling the power means of the invention; the alternator operated switch its serves to in.- sure a recycle second gear operation of the transmission if this operation is called for by the governor operated switch H33; and the construction and operation of the clutch operated switch Hi5, including a lost motion connection 599' duplicating the connection I 98, 599 is such that the oper ation of the motor 32, to efiect the operation of the transmission and clutch, is completed prior to the opening of said switch.

There is thus provided a simple, compact and easily serviced combined manually and power operated mechanism for operating a change speed transmission mechanism of an automotive vehicle said mechanism including a three speeds for--, ward and reverse transmission combined with a Keller-pawl type of overdrive unit. The selector switch mechanism I69, including the selector switches H51, Ill, and I65, I'll and the switches 2', and 5' of the series connected governor operated relay switch I43, cooperate to effect a control of the vacuum motor 32 to shuttle the 16 transmission back and forth between its second and high gear settings the clutch being operated to facilitate this operation of the transmission. If the driver desires an engine torque responsive upshift operation of the transmission l0 rather than an upshift operation controlled by the position of the accelerator, he need but close the switch 22 whereupon the torque responsive switch 6 takes over the control of the motor 32.- With either the control by the accelerator operated switch or the switch 6' the transmission mechanism, in its upshift operations, is successively shifted from its third gear direct setting to its third gear overdrive setting; and with the downshift operation of the transmission mechanism of my invention the shift is from third gear overdrive setting directly to the second gear direct setting. However, a third gear overdrive setting to third gear direct setting may be efiected by a kickdown operation of the overdrive unit whereupon the third gear direct to second direct shift will then be effected by an operation of the governor I43.

Although only one embodiment of the invention has been illustrated and described, various change in the form and relative arrangements of the parts may be made to suit requirements.

I claim:

1. In an automotive vehicle provided with an accelerator, a clutch, a three speeds forward and reverse transmission, an electrically controlled centrifugal pawl type of overdrive, and means interconnecting the clutch, transmission and overdrive; means for operating the transmission and clutch and controlling the operation of the overdrive including a single acting pressure differential operating motor said means including an alternator connecting the motor with the clutch and transmission, valve means for controlling the operation of the motor, a solenoid for operating the valve means, electrical means for controlling the operation of the solenoid in-' cluding, in a series parallel relationship, a motor operated selector switch mechanism including a plurality of switches, a governor operated relay including a normally open switch connected'to one of the switches of the selector switch mechanism, and a normally closed switch connected to another of the switches of the selector switch mechanism, an accelerator operated switch connected to both of the aforementioned switches of the relay, a solenoid operated switch connected to both of the aforementioned switches of the relay and electrically connected in parallel with the accelerator operated switch, and a grounded battery connected to both the accelerator operated switch and the solenoid operated switch; electrical means for controlling the solenoid operated switch including, in series, a grounded switch operated by the transmission, a normally open switch of the'relay, a manifold vacuum operated switch and a solenoid; and electrical means interconnecting the electrical means of the centrifugal pawl overdrive with the aforementioned transmission operated switch and battery.

2. In an automotive vehicle the combination with an accelerator, a friction clutch, and a change speed transmission mechanism including a centrifugal pawl type of overdrive and a three speeds forward and reverse transmission; of power and manually operated means for operating said clutch, mechanism comprising manually operated means for establishing the three speeds forward and'reverse transmission in any one of its settingsgand power means, including a trans- ,rmission operating, single. acting pressure d fierential operated motor controlled inpar-tbyan accelerator operated-control means and vehicle speed-responsive control "means, for successively efiecti-ng a shift of the change speed transmission mechanism fromzits secondgear directsetting to its third ggear direct setting followed byan operationof the overdrive to establish the transmission mechanism in a third gear overdrive setting, the clutch being operated bythe' motor .totacilitate theoperation of thethree speedsforward andireverse transmission, said-power means alsobein Operative to effect either a kickdown shift of thetransmissionlmechanism from third gear overdrive. thirdfgear' direct ,iol-lowed by a shift to second gear direct, or an automatic shift of the'tranSmission mechanism from its third gear overdrive setting to its second gear direct setting-.5

7 3,. ,A change speed transmission mechanism adapted for use in an automatic, vehicle said mechanism including a three'speeds forward and reverse transmission unit and acentrifugal pawl type-pfoverdrive unit, together with means for operating the transmission unit and for controlmeans including a solenoid, for controlling the operation-or themotor, electrical means, including, 'in seriesa switchadaptedto be actuatedby an accelerator and a relay switch mechanism,

together with a pressure differential motor operated switch, electrically connected in parallel with the accelerator operated switch, for controlling the latter means, together with means for controlling the operation of the electrical means including a switch mechanism operated by the three speeds forward and reverse transmission unit. 7

4. A change speed transmission and clutch mechanism adapted for use in a vehicle said mechanism including a clutch, a three speeds 'forward and reverse transmission unit, and a centrifugal pawl type of overdrive unit; together with means for operating the clutch and the transmission unit and for controlling the operation of the overdrive unit including a single acting pressure difierential and spring operated motor, means, including a direction changing mechanism, connecting the motor wit-h the clutch and transmission and adapted, when operated, to alternately effect first one and then the other of two settings of the transmission unit and to operate the clutch to facilitate the operation of the transmission unit, means, including a solenoid, for controlling the operation of the motor, means, including, in series, a switch adapted to be actuated by the accelerator of the vehicle and a relay switch mechanism, together with a pressure differential motor operated switch electrically connected in parallel with the accelerator operated switch, for controlling the latter means, together withmeans for controlling the operation of the electrical means including a switch mechanism operated by the three speeds forward and reverse transmission unit.

5. Control means adapted to control the operation of a change speed transmission, a centrifugal pawl overdrive unit, the friction clutch and the throttle of'the power plant of an automotive vehicle-which is-.,provided with an accelerator-and a clutch pedal; said means comprising a single acting pressure differential operatedrmotor operatively connectedto the transmission, clutch and throttle, valve means for controlling the operationof said motor, and electrical means for controlling the operation of the valve mean tosuccessively efiect an'energizationand-a ie-energize- =tion of themotor including, in series, a grounded source of electrical energy, an accelerator oper ated switch, .a grounded valve operating olenoid,

a motor operated selector switch mechanism,- a governor controlled relay switch-mechanism, and a clutch pedal operated switch whi h dee ened only when the clutch edal is depressedapredetermined amount, together with means: for-controlling the operation of the overdrive unit including a switch which is normally closed but which is open to effect an operation-:oftheoverdrive unit when the transmission is efiectedgin itshighgear setting.

6. Control means adapted-to control-v the operation of a three speeds forward andreversetransmission, acentrifug-al pawl overdrive connected with the transmission, the friction clutch :connected with the transmission and the throttlewof the power plant of an automotive vehicle said vehicle being provided with an accelerator and aclutch pedal, said means comprising .a single acting pressure differential iop'eratedgmotor operably connected to the transmission, clutch and throttle, valve means'ior controlling the operation-of said motor, and electrical means for c.011- trolling the operation of the valve meansitorsuccessively effect -:an 'energizationiand :a ;.de=cnergization of the motor including, in series, a source of electrical energy, an accelerator operated switch, a valve operating solenoid, a motor operated selector switch mechanism including three switches one of which is electrically connected to the source of electrical energy by electrical means which is shunted around the accelerator switch, a portion of the switch mechanism of a governor controlled relay, and a clutch pedal operated switch which is opened only when the clutch pedal is depressed a predetermined amount, together with means for controlling the operation of the overdrive unit including a switch which is normally closed but which is opened to effect an operation of the overdrive unit when the change speed transmission is established in its high gear setting.

7. The combination with an accelerator, a three speeds forward and reverse transmission, and a centrifugal pawl type of overdrive of an automotive vehicle, the transmission and overdrive together combining to provide a change speed transmission mechanism, of means for operating the transmission and for controlling the operation of the overdrive to efiect, successively, a shift from the second gear direct setting of the transmission to a third gear direct setting thereof immediately followed by an overdrive operation of the overdrive mechanism to establish the entire transmission mechanism in its third gear overdrive setting, said operating and control means including a single acting pressure differential operated motor, means, including an alternator mechanism, interconnecting the three speeds forward and reverse transmission with the motor, valve means for controlling the operation of the motor, and electrical mean for controlling the operation of the overdrive and the valve means including, in series, a grounded battery, an accelerator operated switch, switch mechanism of a relay, a motor operated selector switch mechanism, and a grounded valve operating solenoid,

' said electrical means further including a solenoid operated switch electrically connected in series with the battery, the aforementioned relay switch "mechanism, and the motor operated selector switch mechanism and in parallel with the accel- 8. The combination with an accelerator,a three speeds forward and reversetransmission and a centrifugal pawl type of overdrive in an automotive vehicle, the transmission and overdrive together combining to provide a change speed transmission mechanism, of means for operating the transmission and for controlling the operation of the overdrive to successively effect a shift from the second gear direct setting of the transmission to a third gear direct setting thereof, immediately followed by an overdrive operation of the overdrive mechanism to establish the entire I transmission in its third gear overdrive setting,

said operating and control means including a single acting pressure differential operated motor, means, including an alternator mechanism, interconnecting the three speeds forward and reverse 1 transmission with the motor, valve means for controlling the operation of the motor, and electrical means for controlling the operation of the overdrive and the valve means including, in series, a battery, an accelerator operated switch, switch mechanism, including a, normally closed switch fand a'no rnrally open switch, of a governor operated relay, a motor operated selector switch mechanism, and a grounded valve operating solenoid, said electrical means further including a relay switch electrically connected in series with the battery and motor operated selector switch mechanism and in parallel with the accelerator operated switch, a relay coil for operating the relay switch, torque responsive means for controlling the relay coil including a pressure differential motor operated switch and a switch constituting a part of the aforementioned governor operated relay, together withmeans for controlling the operation of the overdrive including a grounded switch mechanism actuated by the three speeds forward and reverse transmission.

EDWIN E. PRATHER.

REFERENCES CITED UNITED STATES PATENTS Number 7 Name Date 2,225,493 Barnes Dec. 17, 1940 2,231,876 Beltz Feb. 18, 1941 2,241,632 Claytor May 13, 1941 2,254,334 Vincent Sept. 2, 1941 2,281,916 Claytor i May 5, 1942 2,319,515 Priebe May 18, 1943 2,342,960 Neracher et a1. Feb. 29, 1944 2,487,482 Schotz Nov. 8, 1949 2,514,002 Long July 4, 1950 2,528,772 Neracher Nov. 7, 1950 

